Interlocking switch and signal apparatus



(No Model.) 4 Sheets-Sheet 2.,

J. T.-HAMBA'Y.

' INTERLOGKING SWITCH AND SIGNAL APPARATUS.

No. 322,283. Patented July 14, 1885.

W2 MAL 5&1?? A ATTOR EY.

4" sums-sheet 4.

(No Model.)

J-T.HAMBA;Y.. INTERLOGKING SWITCH AND SIGNAL APPARATUS.

No. 322,283. Patented July 14, 18 5.

INVENTOR. I a

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UNITED STATES.

JAMES 'I. I-IAMBAY, OF IITTSBURG, PENNSYLVANIA.

INTERLOCKING SWITCH AND SIGNAL APPARATUS.

SPECIFICATION forming part of iietters Patent No. 322,283, dated July 14, 1885.

Application filed April 15, 1885. (No model.)

T0 aZZ whom it may concern.-

Be it known that 1, JAMES T. I-IAMBAY, residing at Pittsburg, in the county of Allegheny and State of Pennsylvania, a citizen of the United States, have invented or discovered certain new and useful Improvements in Interlocking Switch and Signal Apparatus, of which improvements the following .is a specification.

In the accompanyingdrawings, which mak part of this specification, Figure 1 is a diagrammatic view of a railroad grade crossing, showing the arrangement of the derailingswitches, the signal-station,and the switch and signal operating mechanism. Fig. 3 is a view in front elevation, partly in section, of my improved interlocking apparatus. Fig. 2 is a view of the same in side elevation. Figs. 4 and 5 are edge and plan views of the switch and signal operating mechanism. Figs. 6 and 7 are detail views, on an enlarged scale, of the operating-wheels. Figs. 8 and 9 are details of the pinion-shifter and the locking-bar.

My invention relates to improvements in interlocking switch and signal systems, and in mechanism employed in connection therewith; and the object of my invention is to so construct and arrange such mechanism as to obviate the multiplication of operating and locking levers, and to provide for the locking of the switches and signals, not only in the signal-stations but also at the switches them selves, thereby providing a double lock and check as against improper shifting of switches and signals.

In the interlocking apparatus as heretofore constructed, it has been necessary to provide a lever for the switch and each signal guarding such switch, and also a locking-lever-as, for example, in the simplest form of the apparatus where home or distant signals are employed it is necessary to use four levers, and in operating such apparatus six lever movements are necessary; but in my improved apparatus I provide for the shifting of two switches and such signals as will govern the approaching train, and also the locking of all other switches and signals in the system by twomovements of the operating-handles; and I also provide for the outside locking of such switches and'signals as may be shifted, the shifting and locking being effected in orderly succession.

Upon opposite sides of a suitable post or standard, 1, are secured the frames 2, within which are located the wheels 3, 4, 5, and 6, said wheels being loosely mounted on the shaft 7 passing through the post 1, and having its l bearings in the sides of the frames.

In each frame, above the wheels 3, 4, 5, and 6, is mounted a shaft, 8, provided with an operating-crank, 9, and on this shaftis mounted the pinion 10, held in engagement with the shaft by a spline and groove, whereby the pinion is caused to rotate with the shaft, but is free to move longitudinally thereof.

Along the inner edges of the wheels 3, 4, 5, and 6 are formed teeth 11,,which extend around a portion of the peripheries of the wheels, and are adapted to engage the pinions 10. The teeth in each wheel are made of a length approximately equal to half the width of the face of the pinion 10, so that the combined are placed together, as shown, will equal the width of the face of the pinion 10, and along their outer ends is formed the continuous flange 12, which serves as a stop as against any lateral movement of thepiniou 10 while in engagement with the teeth 11.

At what may be termed the front end of the toothed portion 11 the flanges 12 are increased in height, forming stops l3, and at a distance in front of the steps 13 equal to the diameter of the pinion 10 are formed, on the inner edge of the periphery of the wheels 3,4, 5, and 6, the stops 14, and between these stops 13 and 14 are formed the teeth 15, extending entirely across the face of the wheels, and forming a continuation of the teeth 11. From the toothed portion 15 the outer edges of the face of the wheels are provided with teeth 16, of a length equal to the width of the face of pinion 10, said teeth being so constructed as to form a continuation of the toothed portions 11 and 15, and along the inner ends of these teeth 16 are formed flanges or ribs 17, adapted to prevent the pinion 10 from being shifted from one wheel to the adjoining wheels while in engagement with the toothed portion 16.

It will be seen from the above that while the pinion 10 is in \engagement with the toothed portions 11 of two adjoining wheels, 3 and 4, or 5 and 6, these two wheels will be rotated in unison, and that in order to move one of the wheels independent of the other the pinion must be rotated until it is in engagement with the toothed portions 15, at which point its onward movement will be arrested by the stops 14 until shifted to one side or the other of said stops, when said piniontwill be free to engage the toothed portions 16; and in order to shift the pinion from one wheel to the other or to the toothed portions 11 of two adjoining wheels while it is in engagement with the toothed portion 16 of either wheel, it must be rotated until the toothed portions 15 of both wheels are in line and the motion of the wheel being rotated is arrested by its stop 13.

The shifting of the pinion '10, above stated. is effected by the slide 18, mounted in suitable bearings, 19,in the frame 2, and provided with depending lugs 20,adapted to engage the sides of the pinion 10, and with a pin, 21, by which it is connected to the lever 22, pivoted to the frame 2, as shown at 23. To this lever is also connected by a pin, 24, the lockingslide 25, provided with arms 26, having inwardly-projecting pins 27, adapted to engage sockets 28, formed in the outer sides of the wheels 3 and 4 or 5 and 6. This locking-slide is so constructed that when the lever 22 is moved to shift the pinion onto one of the two adjoining wheels, 3 and 4, or'5 and 6, one of the pins 27 will be caused to engage the other wheel, thereby firmly looking it against rotation.

n the outer sides of the wheels 3, 4, 5, and 6 are formed sprocket-wheels 29, around which pass the chains 30, connected at their ends to theopposite arms of the double bell-crank levers 31 by rods 32.

The post 1, having the devices above described attached thereto, is located, when employed for operating switches and signals for single-track crossings, near such point of crossing, as shown'at A in Fig. 1, and from the arms 33 of the double bell-crank levers 31 en tend rods or pipes b, c, d, and e to the signaloperating mechanisms B, G, D, and E, which are located in convenient proximity to the derailing-switches, which are laid out in each line on each side of the crossing, as shown in Fig. 1.- Each of these switch and signal operating mechanisms consists of a bed-plate, 34, onwhich is mounted a slide, 35, provided with suitable rollers adapted to engage and operate the switch and signal operating levers 36, 37, and 38, pivoted to the bed-plate on opposite sides of the slide 35, the lever 36 being connected to the switch-rails, and the levers 37 and 38 to the home and distant signals 39 and 40, respectively. These switch and signal operating mechanismsare so constructed and connected to the switch-rails and the signals, and to the devices on the post 1, that when the pinions 10 are in engagement with the teeth at the rear ends of the toothed portions 11 of the wheels 3, 4, 5, and 6 the switchrails will be in line with the sidings, and the home and distant signals will stand at danger; or, in other words, the various parts will stand at what is termed the normal position, both tracks being blocked.

it will be observed that the wheels 3 and 4, composing one pair, are connected to the signal-operating mechanisms on the same line of track F, but on opposite sides of the crossing X, and that the other pair of wheels, and 6, are connected to the signal-operating mechanisms on the other line of track, G, but on opposite sides of the crossing X. In order to prevent the operation of both pairs of wheels simultaneously, and therefore clearing both tracks, an automatically acting bar, 41, is mounted in suitable bearings, 42, in the post 1, as shown in Fig. 3. The ends of this bar are rounded or beveled, as shown, for engagement with correspondinglysha-ped recesses 43, in the inner wheels, 4 and 5, and the bar is made of such a length that when one end is in engagement with the recess 43 in the wheel 4 the other end of the bar will just clear the recess in the wheel 5, and vice Versa, and these recesses are so located in the wheels as to be in line with the ends of the locking-bar 41 only when said wheels are in their normal position--21 6., the pinions in engagement with the teeth at the rear ends of the toothed portions 11.

By rounding or beveling the points of the locking-bar, and by making the recesses shallow, the locking-bar can be shifted by the rotation of one of the wheels, provided the other wheel is in its normal position, having its recess 43 in position to receive the adjacent end of the bar. If, while the operating devices are, as above stated, at their normal positions with the switches open and the signals at danger, it is desired to clear one of the tracks for the passage of a trainas, for we ample, the track F-the pinion 10, engaging the wheels 3 and 4, is rotated by its crankarm 9, thereby causing the wheels 3 and 4 to rotate until the stops 14 abut against the pinion 10. This movement of the wheels 3 and 4 is sufficient to shift, through the medium of the bell-cranks 31, the slides 35 at B and C a distance necessary not only to cause the rollers 44 to shift the levers 36 and the switchrails in connection therewith, but also to lock the levers in their shifted positions by engagement with the long horns 45 on said levers. If the train is moving on the track F in the direction of the arrow :0, the pinion 10, being in engagement with the toothed portions of the wheels, is shifted by the lever 22 over onto the wheel 4, the movement of the lever effect ing a simultaneous movement of the slide to lock the wheel 3. The pinion is again rotated to turn the wheel 4, thereby continuing the movement of the slide at the switch B until the rollers 46 and 47 engage and shift the IIO .levers have their respective horns so constructed, and the rollers 46'and 47 areso lo-' cated on the slide, that the lever 37 is shifted and locked by the engagement of the roller 46 with the horn 49 before the roller 47 engages the horn 51 of the lever 38 to shift said lever and its distant signal; and the born 45 of the lever 36 is so constructed, and the roller 44 is so located on the slide, that the lever 36 re mains locked while the signals are being shifted. For a more full and exact description of the construction, arrangement, and relative operation of the parts of the switch and signal shifting mechanism, reference should be had to my application No. 152,609, filed January 12, 1885. i

As the switch at G is a trailing switch to a train moving in the direction of the arrow :20

it is not necessary to shift the signals atsuch switch. They are therefore left at danger to protect the switch G and crossing X from atrain moving in the direction of the arrow 3/. If the train on the track F had been moving in the direction of the arrow y, the pinion 10 should have been shifted onto the wheel 3, and the wheel 4 locked by the slide 25. During this working of the switches and signals on the track F the switches and signals on the track Garelocked at normal or danger by the locking-bar 41, which was shifted into engagement with the wheel 5 by the first movement of the wheel 4; and as the wheels 5 and 6 are locked together by the engagement of their toothed portions 11 with the pinion 10, and as the .bar 41 cannot be freed from the wheel 5 until the wheel 4 has been returned to its normal position, when the signals of the track F will be again set at danger, it follows that while the signals on one track are at safety, thoseon the other track must remain at danger.

By the addition of more operating wheels and suitable interlocking devices this system may be greatly extended beyond the scope shown in the drawings, and maybe adapted for operation in connect-ion with double crossings, turn-outs, and branch roads.

It is a prominent characteristic of my improved apparatus that switches and signals for clearing one line of track and those for blocking the other track or siding are set and locked by only two movements in the signal-station; but the switch and signal operating mechanism outside of the signal stat-ion is so constructed that safety-signals can be given only after the shifting of the switch to main line, and that in case of the breakage of any of the parts between the station andsuch mechanism,

either before or during the movements of such mechanism, the signals will remain at danger. And itis another characteristic of my invention that as each switch and its signals are operated by continuous movement of single mechanism, a multiplication of operating and locking levers and their numerous and com plicated connections and movements are avoided.

I claim herein as my invent-ion- 1. In an interlocking switch and signal system for railroad-crossings, interlocking switch and signal operating mechanisms located at or in convenient proximity to the derailingswitches of the intersecting roads, and operated from a centrallylocated station to effect the orderly movement of the switches and signals governing the movements of the approaching train, in combination with a hand actuated interlocking mechanism located at the central station for actuating the switches and signals for said approaching train and simultaneously locking the switch and signals for conflicting trains, substantially as set' forth.

2. In a railroad grade crossing, a system of apparatus having in combination a detailingswitch in each trackon each side of the crossing, an interlocking switch and signal shifting mechanism at or in convenient proximity to each switch, and each arranged for the orderly movement of the switch or switch and signals in succession and the proper locking of the same when moved, a' central station,and mechanism for operating the switches and signals on or along the track over which a train is expected and simultaneously locking the protecting signals and switches on the crossing line, substantially as set forth.'

3. In an interlocking switch and signal system,interlocking switch and signal operating mechanism located at or in convenient prox imity to the switches included in such system and operated from acentrally-located station, to effect the orderly movement of the switches .or switches and signals governing the movement of the approaching train,"in combination with a pair of suitably-actuated wheels constructed to be partially rotated in unison, and mechanism for locking one of said wheels after said partial rotation, thereby permitting the independent rotation of the other wheel, sub stantially as set forth.

4. In an interlocking switch and signal system, the pinion 10, in combination with two wheels constructed tosimultaneously engage the pinion and to be partially rotated thereby,

and mechanism for shifting the pinion into ongagement with only one' of the'wheels to be.

of looscly-rotating-wheels having a portion of 7 their peripheries toothed along their inner edges for simultaneous engagement with the pinion, the toothed portions 15, extending entirely across the peripheries, for the shifting of the pinion, and the toothed portions 16 along the outer edges of their peripheries, for the independent engagement of the pinion, substantially as set forth.

6. In an interlocking switch and signal system, a pinion, 10, in combination with a pair of loosely-rotating wheels,having a portion of their peripheries toothed along their inner meeting edges for simultaneous engagement with pinion, the toothed portions 15, extending entirely across the face of the peripheries, for the shifting of the pinion, the stops 14 at the front ends of the toothed portions 15, the toothed portions 16, formed on the outer edges of their peripheries, for the independent engagement of the pinion, and the stops 13, located at the front ends of the toothed portions 11, substantially as set forth.

7. In an interlocking switch and signal sys tem, a pinion, in combination. with a pair of loosely-mounted wheels having their peripheries toothed, as described, for simultaneous and independent engagement with the pinion, a lever for shifting the pinion from engagement with both wheels to engagement with only one, and alocking mechanism operated simultaneously with the shifting of the pinion for the wheel from which the pinion is shifted, substantially as set forth.

8. In an interlocking switch and signal sysfem, two pairs of loosely-mounted wheels arranged for independent rotation, in combination with locking mechanism arranged to lock one pair of wheels by the rotation of the other pair, substantially as set forth.

9. In an interlocking switch and signal system, the combination of two pairs of wheels, the wheels of each pair being constructed and arranged for simultaneous engagement with the pinions 10, and a locking mechanism arranged to lock one pair of wheels by the retation of the other pair, substantially as set forth.

10. In an interlocking switch and signal system, the combination of a pinion, a pair of loosely-mounted wheels having their periphcries toothed, as described, for simultaneous engagement with the pinion, slides 35, suitably connected to said wheels, wrists or rollers 44, on said slides, and switch-shifting levers 36, having arms 45, suitably arranged and proportioned, whereby, when the switches'are shifted, they will. be retained or locked in their position by the wrists or rollers 44 engaging the arms 45, substantially as set forth.

11. In an interlocking switch and signal system, the combination of a pinion, a pair of loosely-mounted wheels having their periphcries toothed, as described, for simultane- 6o ous and independent engagement with the pinion, slides 35, suitably connected to said wheels, wrists or rollers 44 on said slides, switch-shifting levers 36, having arms 45, suitably arranged and proportioned, whereby, after the switches have been shifted, they will be retained or locked in their new positions by the wrists or rollers 44 engaging the arms 7 45, and signal-shifting mechanisms also taking motions from said slides 35 and operative in shifting one or more signals While the wrists or rollers 44 are moving along in engagement with the arms 45 substantially as set forth.

In testimony whereof I have hereunto set my hand.

JAMES T. HAMBAY. WVitnesses:

DARWIN S. \VoLooT'r, R. H. WrnTrLnsnY. 

